Vehicle control methods and vehicles

Abstract

This invention discloses a vehicle control method and a vehicle. The invention relates to the field of intelligent vehicles. The method includes: controlling the vehicle based on a first vehicle architecture during vehicle operation. The first vehicle architecture includes at least a main sensor, an upper-level main controller, and a lower-level main controller. The upper-level main controller is used for path planning, and the lower-level main controller is used for motion control. The method also includes: acquiring the operating state of the first vehicle architecture; and, in response to a fault in the first vehicle architecture, controlling the vehicle based on a second vehicle architecture, wherein the second vehicle architecture has a redundant relationship with the first vehicle architecture. This invention solves the technical problem of low driving safety in autonomous vehicles in related technologies.

Description

Technical Field

[0001] This invention relates to the field of intelligent vehicles, and more specifically, to a vehicle control method and a vehicle. Background Technology

[0002] Autonomous driving technology comprises four parts: environmental perception, behavioral decision-making, path planning, and motion control. Since highly automated autonomous vehicles do not require driver monitoring or intervention, sensor or controller malfunctions in these areas can easily lead to an uncontrollable state and trigger a series of safety issues.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a vehicle control method and a vehicle to at least address the technical problem of low driving safety in autonomous vehicles in related technologies.

[0005] According to one aspect of the present invention, a vehicle control method is provided, comprising: controlling the vehicle based on a first vehicle architecture during vehicle operation, the first vehicle architecture including at least a main sensor, an upper-level main controller, and a lower-level main controller, the upper-level main controller being used for path planning of the vehicle, and the lower-level main controller being used for motion control of the vehicle; acquiring the operating state of the first vehicle architecture; and controlling the vehicle based on a second vehicle architecture in response to the operating state of the first vehicle architecture indicating a fault in the first vehicle architecture, wherein the second vehicle architecture has a redundant relationship with the first vehicle architecture.

[0006] Optionally, the second vehicle architecture includes at least redundant sensors. Controlling the vehicle based on the second vehicle architecture includes: determining first information based on a first radar included in the redundant sensors, the first information including at least obstacle information on the road the vehicle is traveling on and curb position information on the road the vehicle is traveling on; determining second information based on a second radar included in the redundant sensors, the second information including at least position information of obstacles on the road the vehicle is traveling on and speed information of the obstacles; and controlling the vehicle based on the first information and the second information.

[0007] Optionally, the second vehicle architecture includes at least an upper-level slave controller and an upper-level backup controller. Controlling the vehicle based on the second vehicle architecture includes: in response to detecting a fault in the upper-level master controller, and the first duration of the fault in the upper-level master controller being greater than a first preset time, controlling the vehicle based on the upper-level slave controller; during the process of controlling the vehicle based on the upper-level slave controller, in response to detecting a fault in the upper-level slave controller, and the second duration of the fault in the upper-level slave controller being greater than a second preset time, controlling the vehicle based on the upper-level backup controller.

[0008] Optionally, the second vehicle architecture includes at least a lower-level slave controller and a lower-level backup controller. Controlling the vehicle based on the second vehicle architecture includes: controlling the vehicle based on the lower-level slave controller in response to detecting a fault in the lower-level master controller; and controlling the vehicle based on the lower-level backup controller in response to detecting faults in both the lower-level master controller and the lower-level slave controller.

[0009] Optionally, during the process of controlling the vehicle based on the lower-level backup controller, the method further includes: controlling the vehicle to perform emergency braking in response to detecting a failure in the lower-level backup controller.

[0010] Optionally, the method further includes: in response to detecting a malfunction in both the vehicle's braking system and drive motor, determining a rotation angle; and driving the left and right wheels on both sides of the vehicle's front axle to rotate simultaneously based on the rotation angle, thereby bringing the vehicle to a stop.

[0011] Optionally, determining the rotation angle includes: determining the front wheel lateral stiffness, the front wheel velocity angle, and a first product of a first coefficient; determining the front wheel lateral stiffness, the vehicle mass, and the desired acceleration, and a second product of a second coefficient; determining the front wheel lateral stiffness, the front wheel velocity angle, and a third product of a third coefficient; and determining the rotation angle based on the target sum of the first product, the second product, and the third product.

[0012] Optionally, the rotation angle is determined based on the target sum of the first product, the second product, and the third product, including: determining the fourth product of the front wheel lateral stiffness and the fourth coefficient; determining the ratio of the target sum to the fourth product to obtain the rotation angle.

[0013] Optionally, during the process of controlling the vehicle using the second vehicle architecture, the method further includes: controlling the vehicle based on the first vehicle architecture in response to the functional recovery of the first vehicle architecture.

[0014] According to another aspect of the present invention, a vehicle control device is also provided, comprising: a first control module, configured to control the vehicle based on a first vehicle architecture during vehicle operation, the first vehicle architecture including at least a main sensor, an upper-level main controller, and a lower-level main controller, the upper-level main controller being configured to perform path planning for the vehicle, and the lower-level main controller being configured to perform motion control for the vehicle; an acquisition module, configured to acquire the operating state of the first vehicle architecture; and a second control module, configured to control the vehicle based on a second vehicle architecture in response to a fault in the operating state of the first vehicle architecture, wherein the second vehicle architecture has a redundant relationship with the first vehicle architecture.

[0015] According to another aspect of the present invention, an electronic device is also provided, including one or more processors and a storage device, wherein the storage device is used to store one or more programs, which, when executed by one or more processors, cause the one or more processors to perform the vehicle control method described above.

[0016] According to another aspect of the present invention, a vehicle is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the vehicle control method described in any of the above embodiments.

[0017] In this embodiment of the invention, during vehicle operation, the vehicle is controlled based on a first vehicle architecture. The first vehicle architecture includes at least a main sensor, an upper-level main controller, and a lower-level main controller. The upper-level main controller is used for path planning, and the lower-level main controller is used for motion control. The operating state of the first vehicle architecture is acquired. In response to a fault in the first vehicle architecture, control is performed based on a second vehicle architecture, wherein the second vehicle architecture has a redundancy relationship with the first vehicle architecture. It is noteworthy that by setting up a triple safety redundancy architecture for the vehicle, and through top-down full-link redundancy design from the sensor end, upper-level controller, and lower-level controller, even a single point of failure does not affect the vehicle's autonomous driving function, and even a double point of failure allows for safe parking. This solves the technical problem of low driving safety in autonomous vehicles in related technologies. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0019] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present invention;

[0020] Figure 2 This is an optional vehicle control schematic according to an embodiment of the present invention. Figure 1 ;

[0021] Figure 3 This is an optional vehicle control schematic according to an embodiment of the present invention. Figure 2 ;

[0022] Figure 4 This is an optional vehicle control schematic according to an embodiment of the present invention. Figure 3 ;

[0023] Figure 5 This is a schematic diagram of an autonomous driving triple redundancy overall architecture according to an embodiment of the present invention;

[0024] Figure 6 This is a schematic diagram of a vehicle control device according to an embodiment of the present invention. Detailed Implementation

[0025] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0026] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0027] Example 1

[0028] According to an embodiment of the present invention, a vehicle control method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0029] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0030] Step S102: During the vehicle's operation, the vehicle is controlled based on a first vehicle architecture. The first vehicle architecture includes at least a main sensor, an upper-level main controller, and a lower-level main controller. The upper-level main controller is used for path planning of the vehicle, and the lower-level main controller is used for motion control of the vehicle.

[0031] The aforementioned vehicles can be autonomous vehicles.

[0032] The aforementioned main sensor can be used to perceive the vehicle's surrounding environment. The main sensor can be a millimeter-wave radar sensor, a lidar sensor, or both. Optionally, the present invention does not impose a specific limit on the number of sensors included in the main sensor terminal board.

[0033] The aforementioned lower-level main controller can be used to cooperate with the main sensor for environmental perception, and can also be used for driving path planning during vehicle operation, as well as to make corresponding behavioral decisions for different emergencies encountered in different driving environments.

[0034] The aforementioned lower-level main sensor can be used to control the motion of the vehicle during its operation.

[0035] In one alternative embodiment, a first vehicle architecture can be provided on the autonomous vehicle. The first vehicle architecture may include a main sensor, an upper-level main controller, and a lower-level main controller, thereby enabling safety monitoring and takeover of the vehicle during its operation based on the first vehicle architecture, as well as environmental perception, behavior decision-making, path planning, and motion control.

[0036] Step S104: Obtain the working status of the first vehicle architecture.

[0037] In one optional embodiment, during the process of controlling the vehicle through the first vehicle architecture, the operating status of the main sensors, the main upper-level controller, and the main lower-level controller in the first vehicle architecture can be monitored. Optionally, the main sensors, the main upper-level controller, and the main lower-level controller can monitor their own operating status and report it to the vehicle system in real time. If the vehicle system does not receive data reported by a certain part of the first vehicle architecture within a preset time, it can be considered that the corresponding component in the first vehicle architecture has failed.

[0038] In another alternative embodiment, the operating status of components in the first vehicle architecture can be monitored by corresponding components in the second vehicle architecture that have a redundant relationship with the first vehicle architecture. This allows the vehicle to be controlled by the corresponding components in the second vehicle architecture when a component in the first vehicle architecture fails.

[0039] Step S106: In response to the first vehicle architecture malfunctioning, the vehicle is controlled based on the second vehicle architecture, wherein the second vehicle architecture has a redundant relationship with the first vehicle architecture.

[0040] The aforementioned second vehicle architecture may include redundant sensors, an upper-level slave controller, an upper-level backup controller, a lower-level slave controller, and a lower-level backup controller. Optionally, when a component in the first vehicle architecture fails, a component in the second vehicle architecture that has a redundant relationship with that component can be used to replace it for vehicle control. For example, when the main sensor fails, a redundant sensor can be used to replace the main sensor to perform environmental perception around the vehicle.

[0041] In this embodiment of the invention, during vehicle operation, the vehicle is controlled based on a first vehicle architecture. The first vehicle architecture includes at least a main sensor, an upper-level main controller, and a lower-level main controller. The upper-level main controller is used for path planning, and the lower-level main controller is used for motion control. The operating state of the first vehicle architecture is acquired. In response to a fault in the first vehicle architecture, control is performed based on a second vehicle architecture, wherein the second vehicle architecture has a redundancy relationship with the first vehicle architecture. It is noteworthy that by setting up a triple safety redundancy architecture for the vehicle, and through top-down full-link redundancy design from the sensor end, upper-level controller, and lower-level controller, even a single point of failure does not affect the vehicle's autonomous driving function, and even a double point of failure allows for safe parking. This solves the technical problem of low driving safety in autonomous vehicles in related technologies.

[0042] Optionally, the second vehicle architecture includes at least redundant sensors. Controlling the vehicle based on the second vehicle architecture includes: determining first information based on a first radar included in the redundant sensors, the first information including at least obstacle information on the road the vehicle is traveling on and curb position information on the road the vehicle is traveling on; determining second information based on a second radar included in the redundant sensors, the second information including at least position information of obstacles on the road the vehicle is traveling on and speed information of the obstacles; and controlling the vehicle based on the first information and the second information.

[0043] The first radar mentioned above can be a lidar.

[0044] The second radar mentioned above can be a millimeter-wave radar.

[0045] In one optional embodiment, when the primary sensor in the first vehicle architecture fails, redundant sensors can be used to perceive the environment surrounding the vehicle. These redundant sensors may include one or more lidar sensors and one or more millimeter-wave radars. Optionally, lidar sensors can be used to perceive the location of obstacles and curbs on the road, i.e., the first information; millimeter-wave radars can be used to perceive the location and speed of obstacles on the road, i.e., the second information. Optionally, by using lidar and millimeter-wave radar in combination, the inaccuracy of lidar sensors in identifying obstacle speeds is compensated for, and the inability of millimeter-wave radar to identify static obstacles is compensated for, thereby improving the accuracy of perceiving the vehicle's surrounding environment.

[0046] Optionally, the second vehicle architecture includes at least an upper-level slave controller and an upper-level backup controller. Controlling the vehicle based on the second vehicle architecture includes: in response to detecting a fault in the upper-level master controller, and the first duration of the fault in the upper-level master controller being greater than a first preset time, controlling the vehicle based on the upper-level slave controller; during the process of controlling the vehicle based on the upper-level slave controller, in response to detecting a fault in the upper-level slave controller, and the second duration of the fault in the upper-level slave controller being greater than a second preset time, controlling the vehicle based on the upper-level backup controller.

[0047] The first duration and the second duration mentioned above can be set by those skilled in the art according to their needs. In this invention, there are no specific limitations on the length of the first duration and the second duration.

[0048] The first preset time and the second preset time mentioned above can be set by those skilled in the art according to their needs. In this invention, there is no specific limitation on the length of the first preset time and the second preset time. In this invention, the first preset time is 1 second and the second preset time is 1 second as an example for explanation.

[0049] Figure 2 This is an optional vehicle control schematic according to an embodiment of the present invention. Figure 1 Once the upper-level main controller detects that the upper-level slave controller, upper-level backup controller, and main sensor are all functioning normally, it enters the upper-level main controller control state. Based on the main sensor's perception results, it rationally plans the driving trajectory and sends it to the vehicle's infotainment system. At this time, the vehicle's speed is unlimited. Furthermore, in the upper-level main controller control state, if the upper-level slave controller detects a fault in the upper-level main controller for a duration greater than or equal to one second (i.e., the upper-level main controller has failed within a certain timeframe), it switches the vehicle's control state to the upper-level slave controller control state. Based on the main sensor's perception results, it rationally plans the trajectory and sends it to the vehicle's infotainment system. At this time, the vehicle's speed can be limited, for example, to less than or equal to 60 kilometers per hour.

[0050] Furthermore, under the control state of the upper-level main controller, when the upper-level backup controller detects a fault in the upper-level slave controller for a duration greater than or equal to 1 second—that is, a fault occurs in the upper-level slave controller within a certain time period—or when the duration of a main sensor fault exceeds a certain value, for example, greater than or equal to 0.5 seconds, the vehicle's control state needs to be switched to the upper-level backup controller control state. At this time, it is necessary to determine whether the LiDAR sensor has detected a curb. If the LiDAR sensor can detect a curb, the upper-level backup controller plans a parking trajectory based on the curb and obstacle information, and limits the vehicle's speed, for example, limiting the vehicle's speed to less than or equal to 30 kilometers per hour, and then issues the vehicle's driving trajectory. If the lidar sensor fails to detect the curb, the upper-level backup controller needs to save the trajectory information sent before the master / slave controller failure and detect obstacle information output by the lidar and millimeter-wave radar sensors on the current trajectory. During the detection process, if an obstacle is detected on the trajectory, the upper-level backup controller needs to plan an obstacle avoidance trajectory based on the saved vehicle trajectory and obstacle information, and limit the vehicle's speed, for example, to less than or equal to 15 kilometers per hour, and then send out the vehicle trajectory. If no obstacle is detected, the upper-level backup controller directly sends out the saved trajectory information.

[0051] Optionally, the second vehicle architecture includes at least a lower-level slave controller and a lower-level backup controller. Controlling the vehicle based on the second vehicle architecture includes: controlling the vehicle based on the lower-level slave controller in response to detecting a fault in the lower-level master controller; and controlling the vehicle based on the lower-level backup controller in response to detecting faults in both the lower-level master controller and the lower-level slave controller.

[0052] Figure 3 This is an optional vehicle control schematic according to an embodiment of the present invention. Figure 2 First, the lower-level controller redundancy monitoring module system initializes. After detecting that the lower-level main controller, lower-level slave controller, and lower-level backup controller are all normal, the redundancy monitoring module controls the state of the relay module, thereby enabling the lower-level main controller to communicate directly with the vehicle actuator, entering the lower-level main controller control state. In the lower-level main controller control state, if a fault is detected in the lower-level main controller and the lower-level slave controller is normal, the redundancy monitoring module controls the state of the relay module, enabling the lower-level slave controller to communicate directly with the vehicle actuator, entering the lower-level slave controller control state. In the lower-level controller 1 control state, if a fault is detected in lower-level controller 1 or lower-level controller 2, the redundancy monitoring module controls the state of the relay module, enabling the lower-level controller 3 to communicate directly with the vehicle actuator, entering the lower-level controller 3 control state. In the lower-level slave controller control state, if a fault is detected in the lower-level slave controller and the lower-level backup controller is normal, the redundancy monitoring module controls the state of the relay module, enabling the lower-level backup controller to communicate directly with the vehicle actuator, entering the lower-level backup controller control state. In the lower-level backup controller control state, if a fault is detected in the lower-level backup controller, emergency braking of the vehicle is required.

[0053] Optionally, during the process of controlling the vehicle based on the lower-level backup controller, the method further includes: controlling the vehicle to perform emergency braking in response to detecting a failure in the lower-level backup controller.

[0054] In one optional embodiment, when a fault is detected in the lower-level backup controller during the lower-level backup controller control state, the redundant monitoring module needs to control the relay module to cut off the communication between the lower-level main controller, the lower-level slave controller, and the lower-level backup controller and the vehicle actuator. The communication is then connected to the electronic parking brake (EPB system) via hardwire, thereby enabling the vehicle to brake suddenly and ensuring the safety of the passengers on board.

[0055] Optionally, the method further includes: in response to detecting a malfunction in both the vehicle's braking system and drive motor, determining a rotation angle; and driving the left and right wheels on both sides of the vehicle's front axle to rotate simultaneously based on the rotation angle, thereby bringing the vehicle to a stop.

[0056] In one alternative embodiment, during the process of controlling the vehicle, assuming the vehicle is a four-wheel independent steering vehicle, when both the redundancy of the braking system and the negative torque of the drive motor fail, the steering system controls the left and right wheels of the front axle to turn inward simultaneously, so as to achieve the effect of braking, decelerating and stopping the vehicle.

[0057] Figure 4 This is an optional vehicle control schematic according to an embodiment of the present invention. Figure 3 ,like Figure 4 As shown, after the lower-level controller redundancy monitoring module system is initialized, when the lower-level master controller, lower-level slave controller, and lower-level backup controller are all normal, the lower-level master controller can be used for vehicle control. Furthermore, during vehicle control using the lower-level master controller, if the lower-level master controller fails while the lower-level slave controller is normal, the lower-level slave controller can be used for vehicle control. Optionally, during vehicle control using the lower-level slave controller, if the lower-level slave controller fails while the lower-level backup controller is normal, the lower-level backup controller can be used for vehicle control; or, during vehicle control using the lower-level master controller, if both the lower-level master controller and the lower-level slave controller fail, the lower-level backup controller can be used for vehicle control. Optionally, during vehicle control using the lower-level backup controller, if the lower-level backup controller fails, emergency braking of the vehicle can be initiated.

[0058] Optionally, determining the rotation angle includes: determining the front wheel lateral stiffness, the front wheel velocity angle, and a first product of a first coefficient; determining the front wheel lateral stiffness, the vehicle mass, and the desired acceleration, and a second product of a second coefficient; determining the front wheel lateral stiffness, the front wheel velocity angle, and a third product of a third coefficient; and determining the rotation angle based on the target sum of the first product, the second product, and the third product.

[0059] The first coefficient mentioned above can be set by those skilled in the art according to their needs. In this invention, the first coefficient is described as 4.

[0060] The aforementioned second coefficient can be set by those skilled in the art as needed, and in this application, the second coefficient is described as 8.

[0061] The aforementioned third coefficient can be set by those skilled in the art according to their needs. In this invention, the third coefficient is -2 as an example for illustration.

[0062] In one optional embodiment, the first product can be determined by calculating the square of the front wheel sideslip stiffness, the square of the front wheel velocity angle, and a first coefficient. Further, the product of the front wheel sideslip stiffness, vehicle mass, and desired acceleration with a second coefficient can be determined and used as the second product. Optionally, the product of the front wheel sideslip stiffness, the front wheel velocity angle, and a third coefficient can also be calculated and determined as the third product. Thus, the rotation angle can be determined using the first, second, and third products.

[0063] Optionally, the rotation angle is determined based on the target sum of the first product, the second product, and the third product, including: determining the fourth product of the front wheel lateral stiffness and the fourth coefficient; determining the ratio of the target sum to the fourth product to obtain the rotation angle.

[0064] The aforementioned fourth coefficient can be set by those skilled in the art according to their needs. In this application, the fourth coefficient is -4 as an example for illustration.

[0065] In one optional embodiment, the sum of the first product and the second product can be determined first, and the square root of the sum of the first product and the second product can be calculated. Further, the sum of this square root and the first sum can be calculated to obtain the target sum. Optionally, the ratio of the target sum to the fourth product can be calculated to obtain the rotation angle; specifically, this can be calculated using the following formula.

[0066]

[0067] Among them, C f For the front wheel lateral stiffness, ξ f Let δ be the angle between the direction of the front wheel velocity and the plane of the front wheel, m be the vehicle mass, and a be the angle between the front wheel velocity direction and the front wheel plane. x The desired acceleration.

[0068] Optionally, during the process of controlling the vehicle using the second vehicle architecture, the method further includes: controlling the vehicle based on the first vehicle architecture in response to the functional recovery of the first vehicle architecture.

[0069] In one optional embodiment, during vehicle control based on the second vehicle architecture, when it is detected that the function of a component in the first vehicle architecture has returned to normal after a period of time, the system can switch to using the first vehicle architecture to control the vehicle. The aforementioned period of time can be set by those skilled in the art, and no specific limitations are imposed in this application.

[0070] Figure 5 This is a schematic diagram of a triple redundancy overall architecture for autonomous driving according to an embodiment of the present invention, as shown below. Figure 5As shown, in terms of sensors, the triple redundancy architecture for autonomous driving can include a main sensor, a LiDAR sensor, and a millimeter-wave radar sensor. Regarding the upper-level controller, the triple redundancy architecture can include an upper-level main sensor, upper-level slave sensors, and upper-level backup sensors. Regarding the lower-level controller, the triple redundancy architecture can include a lower-level main controller, lower-level slave controllers, and lower-level backup controllers. Optionally, different sensors, different upper-level controllers, and different lower-level controllers can cooperate with each other. Furthermore, the triple redundancy architecture for autonomous driving also includes a lower-level controller redundancy monitoring and switching module, as well as the vehicle's braking system.

[0071] Example 2

[0072] According to another aspect of the present invention, a vehicle control device is also provided. Figure 6 This is a schematic diagram of a vehicle control device according to an embodiment of the present invention, such as... Figure 6 As shown, the device includes:

[0073] The first control module 602 is used to control the vehicle based on the first vehicle architecture during the vehicle's operation. The first vehicle architecture includes at least a main sensor, an upper-level main controller, and a lower-level main controller. The upper-level main controller is used for path planning of the vehicle, and the lower-level main controller is used for motion control of the vehicle.

[0074] The acquisition module 604 is used to acquire the working status of the first vehicle architecture.

[0075] The second control module 606 is used to control the vehicle based on the second vehicle architecture in response to the first vehicle architecture malfunctioning. The second vehicle architecture has a redundant relationship with the first vehicle architecture.

[0076] Optionally, the second control module 606 includes: a first determining unit, configured to determine first information based on a first radar contained in redundant sensors, the first information including at least obstacle information on the road on which the vehicle is traveling, and curb position information on the road on which the vehicle is traveling; a second determining unit, configured to determine second information based on a second radar contained in redundant sensors, the second information including at least the position information of obstacles on the road on which the vehicle is traveling, and speed information of the obstacles; and a first control unit, configured to control the vehicle based on the first information and the second information.

[0077] Optionally, the second control module 606 further includes: a second control unit, configured to control the vehicle based on the upper-level slave controller in response to detecting a fault in the upper-level main controller and the first duration of the fault in the upper-level main controller being greater than a first preset time; and a third control unit, configured to control the vehicle based on the upper-level backup controller in response to detecting a fault in the upper-level slave controller and the second duration of the fault in the upper-level slave controller being greater than a second preset time during the process of controlling the vehicle based on the upper-level slave controller.

[0078] Optionally, the second control module 606 further includes: a fourth control unit, used to control the vehicle based on the lower-level slave controller in response to detecting a fault in the lower-level main controller; and a fifth control unit, used to control the vehicle based on the lower-level backup controller in response to detecting a fault in both the lower-level main controller and the lower-level slave controller.

[0079] Optionally, the device also includes a braking module for controlling emergency braking of the vehicle in response to detecting a failure in the lower-level backup controller.

[0080] Optionally, the device further includes: a determining module for determining a rotation angle in response to detecting a malfunction in both the vehicle's braking system and drive motor; and a driving module for simultaneously rotating the left and right wheels on the front axle of the vehicle based on the rotation angle, thereby bringing the vehicle to a stop.

[0081] Optionally, the determining module includes: a third determining unit for determining the front wheel sideslip stiffness, the front wheel velocity angle, and a first product of a first coefficient; a fourth determining unit for determining the front wheel sideslip stiffness, the vehicle mass, and the desired acceleration, and a second product of a second coefficient; a fifth determining unit for determining the front wheel sideslip stiffness, the front wheel velocity angle, and a third product of a third coefficient; and a sixth determining unit for determining the rotation angle based on the target sum of the first product, the second product, and the third product.

[0082] Optionally, the sixth determining unit includes: a first determining subunit for determining the fourth product of the front wheel lateral stiffness and the fourth coefficient; and a second determining subunit for determining the ratio of the target sum to the fourth product to obtain the rotation angle.

[0083] Optionally, the device further includes a third control module for controlling the vehicle based on the first vehicle architecture in response to the functional recovery of the first vehicle architecture.

[0084] Example 3

[0085] According to another aspect of the present invention, an electronic device is also provided, including one or more processors and a storage device, wherein the storage device is used to store one or more programs, which, when executed by one or more processors, cause the one or more processors to perform the vehicle control method described above.

[0086] Example 4

[0087] According to another aspect of the present invention, a vehicle is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the vehicle control method described above.

[0088] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0089] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0090] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0091] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0092] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0093] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0094] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for controlling a vehicle, characterized in that, include: During vehicle operation, the vehicle is controlled based on a first vehicle architecture, which includes at least a main sensor, an upper-level main controller, and a lower-level main controller. The upper-level main controller is used for path planning of the vehicle, and the lower-level main controller is used for motion control of the vehicle. Obtain the working status of the first vehicle architecture; In response to the first vehicle architecture malfunctioning, the vehicle is controlled based on the second vehicle architecture, wherein the second vehicle architecture has a redundant relationship with the first vehicle architecture. The method further includes: in response to detecting a malfunction in both the vehicle's braking system and drive motor, determining a rotation angle; and driving the left and right wheels on both sides of the vehicle's front axle to rotate simultaneously based on the rotation angle, thereby bringing the vehicle to a stop. Determining the rotation angle includes: determining the first product of the front wheel sideslip stiffness, the front wheel velocity angle, and a first coefficient; determining the second product of the front wheel sideslip stiffness, the vehicle mass, the desired acceleration, and a second coefficient; determining the third product of the front wheel sideslip stiffness, the front wheel velocity angle, and a third coefficient; and determining the rotation angle based on the target sum of the first product, the second product, and the third product. The second vehicle architecture includes at least a lower-level slave controller and a lower-level backup controller. Controlling the vehicle based on the second vehicle architecture includes: controlling the vehicle based on the lower-level slave controller in response to detecting a fault in the lower-level master controller; and controlling the vehicle based on the lower-level backup controller in response to detecting faults in both the lower-level master controller and the lower-level slave controller. In the process of controlling the vehicle based on the lower-level backup controller, the method further includes: in response to detecting a fault in the lower-level backup controller, controlling the vehicle to perform emergency braking; Determining the rotation angle based on the target sum of the first product, the second product, and the third product includes: determining the fourth product of the front wheel lateral stiffness and the fourth coefficient; determining the ratio of the target sum to the fourth product to obtain the rotation angle.

2. The method according to claim 1, characterized in that, The second vehicle architecture includes at least redundant sensors. Controlling the vehicle based on the second vehicle architecture includes: First information is determined based on the first radar included in the redundant sensors. The first information includes at least obstacle information on the road on which the vehicle is traveling, and curb position information on the road on which the vehicle is traveling. The second information is determined based on the second radar included in the redundant sensors; The vehicle is controlled based on the first information and the second information.

3. The method according to claim 1, characterized in that, The second vehicle architecture includes at least an upper-level slave controller and an upper-level backup controller. Controlling the vehicle based on the second vehicle architecture includes: In response to the detection of a fault in the upper-level main controller, and the first duration of the fault in the upper-level main controller being greater than a first preset time, the vehicle is controlled based on the upper-level slave controller; During the process of controlling the vehicle based on the upper-level slave controller, in response to detecting a fault in the upper-level slave controller and the second duration of the fault in the upper-level slave controller being greater than a second preset time, the vehicle is controlled based on the upper-level backup controller.

4. The method according to claim 1, characterized in that, During the process of controlling the vehicle using the second vehicle architecture, the method further includes: In response to the restoration of functionality of the first vehicle architecture, the vehicle is controlled based on the first vehicle architecture.

5. A vehicle, characterized in that, include: One or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, cause the one or more processors to perform the vehicle control method according to any one of claims 1-4.

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